CN111267576A

CN111267576A - Vehicle room air flow forming device

Info

Publication number: CN111267576A
Application number: CN201911213486.6A
Authority: CN
Inventors: 樱井英之; 森圣史; 岛津克也
Original assignee: Toyota Motor Corp
Current assignee: Toyota Motor Corp
Priority date: 2018-12-04
Filing date: 2019-12-02
Publication date: 2020-06-12
Anticipated expiration: 2039-12-02
Also published as: US11780288B2; JP7092014B2; US20200171915A1; EP3663113B1; JP2020090150A; EP3663113A1; CN111267576B

Abstract

The present invention relates to a vehicle interior airflow forming device. The vehicle-compartment airflow forming device includes an airflow forming unit. The airflow forming unit is configured to form an airflow that circulates around a seating space of a seat, and as a part of the airflow, form an ascending airflow on one lateral side of the seating space and a descending airflow on the other lateral side of the seating space. The seat is disposed inside the vehicle compartment, and when viewed from the front side of the seat, the airflow circulates around the seating space.

Description

Vehicle room air flow forming device

Technical Field

The present invention relates to a vehicle interior airflow forming device.

Background

Configurations including an air conditioner that forms an air flow in a vehicle are known (see, for example, japanese patent application laid-open No. 2007-. For example, JP 2007-shish 203794A discloses a vehicular air conditioner that blows air into a cabin from an air blowing port of a duct on a ceiling side extending in a vehicle front-rear direction. In short, in this technique, the air blowing ports are provided on the front side and the rear side, respectively, with respect to a position directly above the position of the head of the occupant. The front blow port faces a downward rear side of the vehicle and has an opening area larger than that of the rear blow port, and the rear blow port faces the front blow port.

In this configuration, the air flow blown out from the rear blowout port collides with the air flow blown out from the front blowout port toward the vehicle rear lower side to thereby form an air flow flowing toward the vehicle lower side and along the front side of the occupant. A part of the airflow blown out from the rear blow-out port is also blown out toward the vicinity of the back of the head of the occupant. Thus, the occupant can obtain a comfortable cool feeling by these airflows.

Disclosure of Invention

Meanwhile, there sometimes occur cases where occupants are seated in seats adjacent to each other in the left-right direction (also referred to as "seat width direction") of the seats in the vehicle compartment, and they wish to enjoy their own favorite odor and room temperature.

However, in the above-described technology, even if an airflow is formed for each of the seats adjacent to each other in the left-right direction of the seat in the vehicle compartment, odor and heat easily move in the left-right direction of the seat; therefore, it is sometimes difficult to provide a space on each seat that each occupant likes.

Meanwhile, JP 2007-. However, in this modification, the airflows formed on both sides of the occupant are downdraft and are not designed so that these airflows join together to circulate around the occupant, which makes it difficult to control the direction of the airflow along the route. Therefore, also in the above-described modification, it is possible for the air to easily mix in the seating spaces adjacent to each other in the left-right direction of the seat, so that it is sometimes difficult to provide a space that is liked by each occupant in each seat.

The present invention provides a space that is liked by respective occupants in respective seats adjacent to each other in the right-left direction of the seats in the vehicle compartment.

A first aspect of the invention is a vehicle interior airflow forming device. The airflow forming unit is configured to: when the vehicle compartment air flow forming device is operated, an air flow that circulates around the seating space of the seat is formed, and as a part of the air flow, an ascending air flow on one lateral side of the seating space and a descending air flow on the other lateral side of the seating space are formed. The seat is provided in the vehicle compartment, and the airflow circulates around the seating space as viewed from the front side of the seat.

According to the first aspect, during operation of the vehicle compartment air flow forming device, when the seat provided in the vehicle compartment is viewed from the front side, the air flow circulating around the seating space of the seat is formed. As a part of the circulating air flow, an ascending air flow on one lateral side of each seating space and a descending air flow on the other lateral side of each seating space are formed. Therefore, since the seating space is surrounded by the circulating airflow and is partitioned from the seating space of the adjacent seat in the right-left direction of the seat by the airflow, a space that each occupant likes can be secured.

In the first aspect described above, the airflow forming unit may include an airflow generating unit in the flow path of the airflow, the airflow generating unit being configured to generate the airflow by sucking air in the flow path and blowing the air toward the flow path.

According to the above configuration, the airflow generating unit is provided in the flow path of the circulating airflow, and the airflow generating unit sucks air in the flow path and blows the air toward the flow path, thereby generating the airflow. Therefore, the accuracy of the air flow control is improved.

In the first aspect described above, the air flow generating unit may include a first air flow generating unit and a second air flow generating unit. The first airflow generation unit may include: an upper suction port that is provided on a vehicle ceiling side and into which air that forms an updraft is sucked; an upper air outlet that is provided on a vehicle ceiling side and from which air that forms a down-flow is blown; and an upper blower configured to suck air in the vehicle compartment from the upper side suction port and blow out the air into the vehicle compartment from the upper side blow-out port. The second air flow generating unit may include: a lower suction port that is provided on a vehicle floor side and sucks in air forming a down-flow; a lower side air outlet that is provided on one lateral side of the seating space and from which air that forms an ascending airflow is blown out; and a lower side blower configured to suck air in the vehicle compartment from the lower side suction port and blow out the air from the lower side blow-out port into the vehicle compartment.

According to the above configuration, when the lower side blower is operated, air in the vehicle compartment is sucked in from the lower side suction port, and then air is blown out into the vehicle compartment from the lower side blow-out port, thereby forming an updraft on one lateral side of each seating space. Further, when the upper side blower is operated, air that forms an ascending air flow in the vehicle compartment is sucked from the upper side suction port, and air is blown into the vehicle compartment from the upper side blowing port, thereby generating a descending air flow on the other lateral side of each seating space. Then, during the operation of the above-described lower blower, air forming a down flow is sucked from the lower suction port. As described above, the air flow is controlled with higher accuracy, and the air flow can preferably circulate around the seating space.

In the first aspect described above, the other lateral side may be located on a closed position side of a door configured to open and close a door opening for occupant entry and exit.

According to the above configuration, the door opening for the occupant's entrance and exit is opened and closed by the door, and the down flow can be formed on the side of the door closed position with respect to the seating space; thus, an air curtain can be formed by such a down-flow.

In the first aspect described above, the vehicle compartment airflow forming device may include a detection unit configured to detect boarding information when an occupant is about to enter the vehicle. The airflow forming unit may include a wind direction changing unit and a control unit. The air direction changing unit may be provided on the upper side blowout port, and configured to switch between a first mode that directs the air flow to the direction of the descending air flow and a second mode that directs at least a part of the air flow from the direction of the descending air flow toward the leaving direction side. The control unit may be configured to control the upper side blower operation and control the wind direction changing unit to switch from the first mode to the second mode based on the boarding information detected by the detection device.

In the first aspect described above, the control unit may be configured to control the upper side blower to operate when the control unit determines that there is a possibility that the head of the occupant hits the upper portion of the door opening based on the boarding information detected by the detection unit.

According to the above configuration, the airflow direction changing unit provided to the upper side suction port is configured to switch between the first mode of guiding the airflow to the direction of the descending airflow and the second mode of guiding at least a part of the airflow direction from the descending airflow direction to the separating direction side. The control unit controls the upper side blower to operate when it is determined that the head of the occupant is likely to strike the upper portion of the door opening based on the boarding information detected by the detection unit, and also controls the wind direction changing unit to switch from the first mode to the second mode. Therefore, in the second mode, the occupant who is about to enter the vehicle can be made aware of the position of the upper portion of the door opening for occupant entry and exit by the airflow.

In the first aspect described above, the detection unit may be configured to detect a distance between an upper portion of the door opening and a head of the passenger as the boarding information. When the control unit determines that the distance detected by the detection unit is equal to or less than the predetermined value, the control unit may be configured to control the upper side blower such that the aerodynamic force becomes greater than that during normal operation of the upper side blower.

In the first aspect described above, the control unit may be configured to: when the control unit determines that the distance detected by the detection unit is equal to or less than a predetermined value, it is determined that there is a possibility that the head of the occupant hits the upper portion of the door opening.

According to the above configuration, the distance between the upper portion of the door opening and the head of the occupant is detected as boarding information by the detection unit. When the control unit determines that the distance detected by the detection unit is equal to or less than a predetermined value, the control unit determines that there is a possibility that the head of the occupant may hit the upper portion of the door opening, and then controls the upper blower so that the wind force is greater than the wind force during normal operation of the upper blower. Therefore, it is possible to make the occupant notice that the head of the occupant is likely to hit the upper portion of the door opening.

In the first aspect described above, the seat may be a single seat, and one of the ascending air current and the descending air current may be formed between the seat and another seat adjacent to the seat.

In the first aspect described above, the upper side suction port may extend in the vehicle front-rear direction.

In the first aspect described above, the upper blower may be configured to suck air in the vehicle compartment from the upper side suction port and blow out air into the vehicle compartment from the upper side blow-out port toward the lower side suction port. The lower side blower may be configured to suck air in the vehicle compartment from the lower side suction port and blow out the air into the vehicle compartment from the lower side blow-out port toward the upper side suction port.

As described above, according to the first aspect of the invention, it is possible to provide each seat adjacent to each other in the leftward and rightward direction of the seat in the vehicle compartment with a space that each occupant likes.

Drawings

Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, wherein like reference numerals denote like elements, and in which:

fig. 1 is a partially exploded perspective view showing a vehicle provided with a vehicle cabin airflow forming device according to a first embodiment;

fig. 2 is a longitudinal sectional view of the vehicle in fig. 1 in a vehicle front view, showing a state in which the vehicle is taken along a vehicle width direction at an intermediate portion of the vehicle in a vehicle longitudinal direction;

fig. 3 is a partially enlarged view showing a part III of fig. 2 in an enlarged manner;

fig. 4 is an enlarged plan sectional view showing a state where a part of the second gas flow generating unit of fig. 2 is taken along a line IV-IV in an enlarged manner;

fig. 5 is a longitudinal sectional view showing a state taken along a line V-V of fig. 4;

fig. 6A is an enlarged perspective view showing in an enlarged manner an upper portion of a lateral partition member provided between a seating space and a peripheral portion thereof;

fig. 6B is an enlarged perspective view showing in an enlarged manner a rear portion of the lower partition member provided between the seating space and the peripheral portion thereof;

fig. 7 is a perspective view showing a vehicle provided with a vehicle cabin airflow forming device according to a second embodiment;

fig. 8 is a longitudinal sectional view of a vehicle provided with a vehicle compartment airflow forming device according to a third embodiment in a vehicle front view, showing a state where the vehicle is taken along a vehicle width direction at a middle portion of the vehicle in a vehicle longitudinal direction;

fig. 9 is a longitudinal sectional view of the vehicle in a front view of the vehicle for explaining the operation of the vehicle provided with the vehicle compartment airflow forming device according to the fourth embodiment;

fig. 10 is a partially enlarged view showing a portion X of fig. 9 in an enlarged manner;

fig. 11 is a partially enlarged view showing a state where a portion XI of fig. 10 is enlarged and the movable fin is at the operation position, in a two-dot chain line;

fig. 12 is a longitudinal sectional view showing the configuration of an upper portion on a lateral side of a vehicle including a part of a vehicle compartment airflow forming device according to a fifth embodiment;

fig. 13 is a perspective view showing the flap shown in fig. 12 and its periphery when viewed from the obliquely lower inner side in the vehicle width direction;

fig. 14 is a longitudinal sectional view showing the configuration of an upper portion on a lateral side of a vehicle including a part of a vehicle compartment airflow forming device according to a sixth embodiment;

fig. 15 is a perspective view showing the flap shown in fig. 14 and its periphery when viewed from the obliquely lower inner side in the vehicle width direction; and is

Fig. 16 is an enlarged sectional view showing a state taken along line XVI-XVI in fig. 15.

Detailed Description

First embodiment

A vehicle cabin airflow forming device according to a first embodiment of the invention will be described with reference to fig. 1 to 6B. IN these drawings, as appropriately shown, an arrow FR indicates a vehicle front side, an arrow UP indicates a vehicle upper side, an arrow W indicates a vehicle width direction, and an arrow IN indicates an inner side IN the vehicle width direction.

Fig. 1 is a partially exploded perspective view of a vehicle 10 provided with a vehicle cabin airflow forming device 40 according to the present embodiment. Fig. 2 is a longitudinal sectional view of the vehicle 10 in a vehicle front view, showing a state in which the vehicle is taken along the vehicle width direction at an intermediate portion of the vehicle in the vehicle longitudinal direction. As shown in these figures, the vehicle 10 includes a roof panel 12 at its top end.

As shown in fig. 2, outer ends of the roof panel 12 in the vehicle width direction are joined to roof side rails 14, respectively. Each roof side rail 14 is a vehicle body frame member having a closed cross-sectional structure extending in the vehicle front-rear direction, and constitutes an upper edge of a side door opening 18 on each vehicle lateral side. The side door opening 18 is a door opening through which an occupant enters and exits. The lower edge of the side door opening 18 is formed by a side sill 16, and the side sill 16 is a vehicle body frame member having a closed cross-sectional structure extending in the vehicle longitudinal direction. Further, pillars (not shown) respectively constituting the front and rear edges of the side door opening 18 connect the roof side rail 14 to the rocker 16 substantially in the vehicle height direction. As shown in fig. 1, the side door opening 18 is opened and closed by a side door 20 (only the outline thereof is indicated by a two-dot chain line in fig. 1) as a door. In the present embodiment, the side door 20 is configured as, for example, a sliding door, and a window portion 20W (see fig. 2) is formed in an upper portion of the side door 20. Fig. 1 shows a state where the side door 20 is at an open position, and fig. 2 shows a state where the side door 20 is at a closed position.

As shown in fig. 1 and 2, the vehicle 10 includes a cabin 22 serving as a riding space for passengers. As shown in fig. 2, a vehicle roof (also referred to as "headliner") 24 is disposed at an upper portion of the vehicle compartment 22. The vehicle ceiling 24 is disposed on the vehicle lower side where there is a space with respect to the roof panel 12. A floor panel 26 serving as a vehicle floor is disposed to a lower portion of the vehicle compartment 22, and outer ends of the floor panel 26 in the vehicle width direction are joined to the corresponding rocker 16. A floor cross member 28 (not shown in fig. 1) extending in the vehicle width direction is joined to an upper surface of the floor panel 26. The illustration of the carpet on the upper surface of the floor panel 26 is omitted. The battery BT is mounted on the lower surface of the floor panel 26.

The vehicle seat 30 is disposed in the cabin 22. The vehicle seat 30 shown in fig. 1 and 2 is a rear seat. In fig. 1, the illustration of the front seat is omitted, and the rear seat (vehicle seat 30) is shown to have a vehicle exterior panel, and the other panels are shown in a transparent state. As shown in fig. 1 and 2, the vehicle seat 30 includes: a seat cushion 30C; a seat back 30B supported by a rear end of the seat cushion 30C; and a headrest 30A, the headrest 30A being arranged at an upper end of the seat back 30B. The seat cushion 30C supports the buttocks and thighs of the seated occupant, the seat back 30B supports the upper body of the seated occupant, and the headrest 30A supports the head of the seated occupant.

The seat cushion 30C is supported by the floor cross member 28 (see fig. 2) by legs 30D. Thereby, a space is formed between the floor panel 26 and the seat cushion 30C. The vehicle seat 30 includes three

seats

34, 36, 38 arranged in the vehicle width direction. As shown in fig. 1, between the seat 34 and the seat 36 and between the seat 36 and the seat 38, there is arranged a lateral partition member 32A that connects an upper end of the seat back 30B and a front end of the seat cushion 30C. In the side view of the seat, each lateral partition member 32A is configured by an arc-shaped square pipe that protrudes toward the front side and the obliquely upper side of the seat. Further, the lower partition member 32B extends between the seat 34 and the seat 36 and between the seat 36 and the seat 38 in the seat front-rear direction at the upper level of the seat cushion 30C, respectively. Note that the three

seats

34, 36, 38 may each be a single seat.

As shown in fig. 2, the vehicle compartment air flow forming device 40 of the present embodiment mounted in the vehicle 10 is configured to form an air flow AF that circulates around the seating spaces S1, S3 of the

seats

34, 38 when viewed from the front sides of the

seats

34, 38 that are located on both sides and arranged inside the vehicle compartment 22 during operation of the device. The air flow AF includes an ascending air flow AF1, a substantially horizontal upper air flow AF2 that flows outward in the vehicle width direction, a descending air flow AF3, and a substantially horizontal lower air flow AF4 that flows inward in the vehicle width direction. As a part of the circulating air flow AF, the vehicle-compartment air flow forming device 40 is configured to form an ascending air flow AF1 on one lateral side (in the present embodiment, inward in the vehicle width direction) of the seating spaces S1, S3 of the

seats

34, 38 and a descending air flow AF3 on the other lateral side (in the present embodiment, on the closed position side where the side door 20 is closed) of the seating spaces S1, S3. Hereinafter, the vehicle interior airflow forming device 40 will be described in detail.

The vehicle-compartment airflow forming device 40 includes a first airflow generating unit 40A and a second airflow generating unit 40B that function as airflow generating units provided in the flow path of the circulating airflow AF. The first airflow generation unit 40A and the second airflow generation unit 40B are components that generate airflows by sucking air in the flow path of the circulating airflow AF and blowing the air toward the flow path. During the operation of the first air flow generating unit 40A and the second air flow generating unit 40B, the cabin air flow forming device 40 forms the ascending air flow AF1 and the descending air flow AF 3.

The first airflow generation units 40A are arranged to the upper portion of the vehicle, and are provided in pairs on the left and right sides between the vehicle ceiling 24 and the roof panel 12. Fig. 3 shows a partially enlarged view in which a portion III of fig. 2 (a portion including the first air current generation unit 40A) is enlarged. The configuration on the vehicle left side (right side in fig. 2) of the upper portion of the vehicle is substantially symmetrical to the configuration shown in fig. 3; therefore, detailed description thereof will be omitted.

As shown in fig. 3, the first gas flow-generating units 40A each include a flanged stub 42. The flanged stub 42 is disposed at a position including a portion located directly above the lateral partition member 32A (see fig. 2). The flanged stub 42 includes a tube main body 42A penetrating in the vehicle height direction and extending in the vehicle front-rear direction, and a flange portion 42F extending integrally outward from a lower end of the tube main body 42A. The pipe main body 42A of the flanged short pipe 42 is inserted into the through hole 24H of the vehicle ceiling 24 from below, and the upper surface of the flange portion 42F of the flanged short pipe 42 is joined around the periphery of the through hole 24H of the vehicle ceiling 24. Further, a filter 43 (not shown in fig. 2) is disposed inside the pipe main body 42A of the flanged stub 42. The filter 43 adsorbs and removes odorous components in the air, and collects and removes dust in the air. The lower end opening of the flanged short tube 42 is configured as an upper side suction port 42B arranged on the vehicle ceiling 24 side in the first air flow generation unit 40A so as to suck air forming the updraft AF 1. As shown in fig. 1, the upper side suction port 42B extends in the vehicle front-rear direction.

As shown in fig. 3, the first air current generation unit 40A includes: a cross flow fan 48 that functions as an upper side blower on the vehicle upper side of the vehicle ceiling 24 on the outside in the vehicle width direction; and a fan housing 46, the fan housing 46 accommodating a cross flow fan 48. A fan housing 46 covers the outer periphery of a cross flow fan 48, and a suction port 46A is connected to the flanged stub 42 through a duct 44. The duct 44 and the fan housing 46 extend in the vehicle front-rear direction in a manner corresponding to the flanged stub pipe 42. Although not shown in the drawings, the duct 44 and the fan housing 46 are formed with reinforcing portions such as reinforcing ribs. An open end 44A on the inner side of the duct 44 in the vehicle width direction is joined to the outer peripheral surface of the tube main body 42A of the flanged stub 42, and an open end 44B on the outer side of the duct 44 in the vehicle width direction is joined to the outer peripheral surface of a suction port 46A on the inner side of the fan housing 46 in the vehicle width direction.

Further, the outer portion of the fan case 46 in the vehicle width direction is inclined toward the vehicle lower side and toward the outer side in the vehicle width direction. A flange portion 46F extending outward from the opening portion of the fan case 46 is formed at the outer end of the fan case 46 in the vehicle width direction. The flange portion 46F has a portion 46F1, the portion 46F1 extending inward in the vehicle width direction and being joined to the lower surface of the outer end 24A of the vehicle ceiling 24 in the vehicle width direction, and also has a portion 46F2, the portion 46F2 extending outward in the vehicle width direction, and the fin portion 15A of the opening trim 15 fitted to the lower end of the roof side rail 14 is in elastic contact with the portion 46F 2. Further, the opening on the outer side of the fan housing 46 in the vehicle width direction faces downward of the vehicle, and is configured to be arranged at an upper side air outlet 46B on the vehicle ceiling 24 side in the first air flow generation unit 40A so as to blow out air that forms the down-stream AF 3. In the figure, the direction of air blown out from the upper side air outlet 46B is indicated by an arrow 46X. Further, a filter may be provided in the upper side blowout port 46B.

As shown in fig. 1, the upper side air outlet 46B extends in the vehicle front-rear direction. The formation range of the upper side blow-out port 46B in the vehicle front-rear direction includes the range of the side door opening 18 in the vehicle front-rear direction, and is substantially equal to the formation range of the upper side suction port 42B in the vehicle front-rear direction.

The cross-flow fan 48 housed in the fan housing 46 shown in fig. 3 is arranged such that the axial direction thereof extends in the vehicle front-rear direction, and the cross-flow fan 48 includes: an impeller 48A, the impeller 48A being provided with a large number of blades 48W about a rotation axis 48X; and a motor 48M (see fig. 1), the motor 48M rotationally driving the impeller 48A. In the figure, the direction of rotation of the impeller 48A is indicated by arrow 48R. The impeller 48A in the removed state shown in fig. 1 extends in the vehicle front-rear direction, and the motor 48M is provided on the rear end side of the impeller 48A in the vehicle front-rear direction. The cross-flow fan 48 shown in fig. 3 is operated to suck air in the vehicle compartment 22 from the upper side suction port 42B (see arrow 42X), and to blow out air from the upper side blow-out port 46B into the vehicle compartment 22 (see arrow 46X). Note that the cross-flow fan 48 may be configured to suck air in the vehicle compartment 22 from the upper side suction port 42B and blow out air from the upper side blow-out port 46B into the lower side suction port 52A in the vehicle compartment 22.

On the other hand, the second airflow generating unit 40B shown in fig. 2 is disposed in the lower portion of the vehicle compartment 22. As shown in fig. 1 and 2, the second air flow generating unit 40B includes a duct 52 disposed below the seat cushion 30C. The duct 52 extends in the seat width direction, and has a cross-sectional shape taken in the seat front-rear direction, which is formed into a substantially rectangular shape elongated in the seat front-rear direction. Each outer open end of the duct 52 shown in fig. 2 in the vehicle width direction faces outward in the vehicle width direction, and is provided on the floor panel 26 side to configure a lower side suction port 52A (see fig. 1) for sucking air that forms the down flow AF3 in the second air flow generating unit 40B.

Fig. 4 illustrates an enlarged plan sectional view of a state where a portion of the second air flow generating unit 40B illustrated in fig. 2 is taken along the line IV-IV in an enlarged manner. Further, fig. 5 shows a longitudinal sectional view taken along the line V-V of fig. 4. As shown in fig. 5, the filter 53 is arranged on the lower side suction port 52A side in the duct 52. The filter 53 adsorbs and removes odorous components in the air and collects and removes dust in the air. An open cylindrical portion 54A1 located at a lower position of the sidewall of the housing 54A of the sirocco fan 54 serving as the lower blower is connected to an open end 52B of the duct 52 on the inner side in the vehicle width direction. The sirocco fan 54 is provided at a position corresponding to the middle seat 36 shown in fig. 2 in the vehicle width direction.

As shown in fig. 5, the sirocco fan 54 includes: an impeller 54B, the impeller 54B being accommodated in an upper space in the housing 54A; and a motor 54M, the motor 54M rotationally driving the impeller 54B. The impeller 54B is rotatable about an axis 54X extending in the vehicle height direction and formed in a cylindrical shape, and is provided with a large number of blades 54W arranged at intervals in the circumferential direction. In fig. 4, the direction of rotation of the impeller 54B is indicated by arrow 54R. Further, as shown in fig. 5, the motor 54M is fixed on the upper surface of the housing 54A.

An exhaust duct portion 54A2 extending toward the vehicle rear side is formed at an upper position of the case 54A shown in fig. 4. The filter may be disposed inside the exhaust conduit portion 54a 2. The base end opening portion 56A of the bifurcated duct 56 is connected to the exhaust duct portion 54a 2. In the two-pronged duct 56, a right duct portion 56R disposed on the vehicle right side (left side in the drawing) extends outward from the base end in the vehicle width direction, and curves toward the vehicle rear below a first lower blowing port 58A shown in fig. 6B. The first lower side blowoff port 58A is formed in the lower partition member 32B located directly below the lateral partition member 32A (see fig. 6A), and is connected to the right pipe portion 56R. The right duct portion 56R extends from a position below the first lower blowout port 58A toward the vehicle rear to the inside of the seat back 30B, curves toward the upper side of the seat back in the inside of the seat back 30B, and extends to the upper end of the seat back 30B, as shown in fig. 6A. Further, the right duct portion 56R extends from the upper end of the seat back 30B to the inner upper portion of the lateral partition member 32A. A second lower side air outlet 58B connected to the right duct portion 56R is formed in the upper wall portion located at an upper position of each lateral partition member 32A.

In addition, a left duct portion 56L arranged on the vehicle left side (right side in the drawing) of the duct 56 shown in fig. 4 is substantially symmetrical to the right duct portion 56R, and extends between the seat 36 and the seat 38 shown in fig. 2. In fig. 4, the directions of the airflow distributed into the right duct portion 56R and the left duct portion 56L are indicated by arrows 56W1, 56W2, respectively.

The first lower side blow-out port 58A and the second lower side blow-out port 58B shown in fig. 2 are provided on one lateral side (the inner side in the vehicle width direction in the present embodiment) of the respective seating spaces S1, S3, and are configured as blow-out ports that blow out air that forms the updraft AF 1. Further, a sirocco fan 54 shown in fig. 5 is provided to be operated to suck air in the vehicle compartment 22 from the lower side suction port 52A, and blow out air into the vehicle compartment 22 from a first blow-out port 58A and a second lower side blow-out port 58B shown in fig. 1 and the like. Note that sirocco fan 54 may be configured to suck air in vehicle compartment 22 from lower side suction port 52A and blow air out from lower side blow-out

ports

58A, 58B into upper side suction port 42B in vehicle compartment 22. The plurality of fins 59B provided in each second lower side air outlet 58B shown in fig. 6A are oriented such that the air blown out from the second lower side air outlet 58B flows toward the vehicle upper side while spreading in the vehicle front-rear direction. Similarly, the plurality of fins 59A provided in the first lower side blow-out port 58A shown in fig. 6B are oriented such that the air blown out from the first lower side blow-out port 58A flows toward the vehicle upper side while spreading in the vehicle front-rear direction.

Further, as shown in fig. 6A, a fragrance blowing-out opening 30B1 (not shown in fig. 1) is formed to the upper end of each seat back 30B. The desired fragrance can be blown out from the fragrance blowing outlet 30B1 by a fragrance generating device (not shown) having a known configuration.

As shown in fig. 1, the air conditioning main body 62 is disposed in the front of the vehicle. The air conditioning main body 62 is operated by power supplied from a battery (not shown), and may supply temperature-regulated air. Duct 66 is connected directly above air conditioning body 62, and an interior air outlet 68 is provided to the front end of duct 66. The vehicle interior blow-out port 68 is arranged to the front of the vehicle interior 22. That is, the air whose temperature is adjusted by air conditioner body 62 is blown out from vehicle interior outlet 68 into vehicle interior 22 via duct 66. In the present embodiment, the

seats

34, 36, 38 are provided with respective blow-out ports (not shown) that face the seating spaces S1, S2, S3 (see fig. 2), respectively, and these blow-out ports are provided at the front ends of ducts (not shown) connected to the air-conditioning body 62. Therefore, the temperature-adjusted air can be blown out from the air outlet.

Operation and effects

Next, the operation and effect of the present embodiment will be explained.

In the present embodiment, during operation of the vehicle compartment air flow forming device 40 shown in fig. 2, there is formed an air flow AF that circulates around the seating spaces S1, S3 of the

seats

34, 38 on both sides of the vehicle compartment 22 as viewed from the front of the

seats

34, 38. As part of the air flow AF of the above-described cycle, the updraft AF1 is formed on one lateral side of each of the seating spaces S1, S3 (on the inner side in the vehicle width direction in the present embodiment), and the downdraft AF3 is formed on the other lateral side of each of the seating spaces S1, S3 (on the closed position side of each side door 20 in the present embodiment).

Therefore, the seating spaces S1, S3 are surrounded by the circulating airflow AF, and are separated from the seating space S2 of the adjacent seat 36 by the updraft AF1 in the seat right-left direction. Therefore, even when the occupants are seated in the

respective seats

34, 36, 38, a comfortable space desired by each occupant can be ensured. Additionally, for example, by providing each of the

seats

34, 36, 38 with the fragrance generating device, it is possible to ensure a space having a fragrance suitable for the preference of the corresponding occupant of the

corresponding seat

34, 36, 38. For example, by providing each of the

seats

34, 36, 38 with a temperature adjustment device (e.g., a heater, etc.), it is possible to ensure a room temperature space suitable for the preference of each occupant for each of the

seats

34, 36, 38. In fig. 2, in order to schematically show the state in which the

respective seats

34, 36, 38 form the respective spaces desired by the occupant, different dot patterns are used in the upper regions of the

respective seats

34, 36, 38.

In the present embodiment, the first air flow generating unit 40A and the second air flow generating unit 40B are provided in the flow path of the circulating air flow AF, and the first air flow generating unit 40A and the second air flow generating unit 40B suck in the air in the flow path and blow out the air into the flow path, thereby generating the air flow. Therefore, the accuracy of the air flow control is improved.

More specifically described, when the sirocco fan 54 (see fig. 5 and the like) of the second air flow generating unit 40B is operated, air in the cabin 22 is sucked from the lower side suction port 52A, and then the air becomes the substantially horizontal lower air flow AF 4. Then, the air is blown into the vehicle interior 22 from the first lower side blow-out port 58A and the second lower side blow-out port 58B. As a result, an updraft AF1 toward the vehicle upper side is formed on one lateral side (on the inner side in the vehicle width direction in the present embodiment) of each of the seating spaces S1, S3. When the cross flow fan 48 of the first air flow generating unit 40A is operated, the air forming the ascending air flow AF1 in the vehicle compartment 22 is sucked from the upper side suction port 42B, and then becomes the substantially horizontal upper air flow AF 2. Then, the air speed increases, and is blown out from the upper side air outlet 46B (more specifically, along the upper portion of the side door 20) into the vehicle compartment 22. As a result, the falling airflow AF3 that is directed toward the vehicle lower side is formed on the other lateral side of each of the seating spaces S1, S3 (in the present embodiment, on the closed position side of the side door 20). During the operation of the above-described sirocco fan 54 (see fig. 5 and the like), air forming the down flow AF3 is sucked from the lower side suction port 52A. As described above, the air flow is controlled with higher accuracy, and the air flow AF circulates around the seating spaces S1, S3 in a preferable manner.

As described above, according to the vehicle compartment airflow forming device 40 of the present embodiment, it is possible to provide a space desired by each occupant for each of the

seats

34, 36, 38 adjacent to each other in the left-right direction of the seat in the vehicle compartment 22.

In the present embodiment, the side door opening 18 for occupant ingress and egress is opened and closed by the side door 20, and a down-flow AF3 directed toward the vehicle underside may be formed on the closed position side of the side door 20 with respect to the seating spaces S1, S3. Thus, the air curtain may be formed by the down flow AF 3.

Second embodiment

Next, a vehicle cabin airflow forming device according to a second embodiment of the invention will be described with reference to fig. 7. Fig. 7 shows a perspective view of a vehicle 10A provided with a vehicle cabin airflow forming device 60 according to the second embodiment. Further, fig. 7 shows the first air current generation unit 40A in a simple manner for the convenience of the drawing. As shown in fig. 7, a vehicle compartment airflow forming device 60 according to the present embodiment differs from the vehicle compartment airflow forming device 40 according to the first embodiment (see fig. 2) in that an air conditioning main body 62 for adjusting the temperature in the vehicle compartment 22 is connected to the first airflow generating unit 40A through a duct 64. The other configuration is substantially the same as that of the first embodiment. Therefore, substantially the same components as those of the first embodiment will be denoted by the same reference numerals, and the description thereof will be omitted.

The duct 64 is connected to the upper portion on both sides of the air conditioning main body 62. The duct 64 extends outward in the vehicle width direction, is bent on the lateral side of the vehicle, and extends to the upper side and the oblique rear side of the vehicle along the front pillar 65, and the rear end thereof is connected to the front end of the duct 44 of the first air flow generating unit 40A. As a result, the air whose temperature is adjusted by the air conditioner main body 62 is blown out from the upper side blow-out port 46B through the duct 64 and the like and enters the vehicle interior 22.

With this configuration, substantially the same operation and effect as those of the first embodiment described above can be obtained.

Third embodiment

Next, a vehicle cabin airflow forming device according to a third embodiment of the invention will be described with reference to fig. 8, while also referring to fig. 4 to 6B. Fig. 8 is a longitudinal sectional view of a vehicle 10B provided with a vehicle compartment airflow forming device 70 according to the third embodiment, showing a state in which the vehicle is taken along the vehicle width direction at a middle portion in the vehicle front-rear direction. As shown in fig. 8, the vehicle interior airflow forming device of the present embodiment differs from the vehicle interior airflow forming device 40 of the first embodiment (see fig. 2) in that: providing a vehicle seat 72 in place of the vehicle seat 30 (see fig. 2); there is no first air flow generating unit 40A (see fig. 2); arranging a vehicle ceiling 78 in place of the vehicle ceiling 24 (see fig. 2); an air flow generating unit 70A is provided instead of the second air flow generating unit 40B (see fig. 2). The other configuration is substantially the same as that of the first embodiment. Therefore, substantially the same components as those of the first embodiment will be denoted by the same reference numerals, and the description thereof will be omitted.

The vehicle seat 72 includes two

seats

74, 76 arranged in the vehicle width direction. As in the first embodiment, the lateral partition member 32A that connects the upper end of the seat back 30B and the front end of the seat cushion 30C is disposed between the seat 74 and the seat 76. Further, a member (not shown) similar to the lower partition member 32B of the first embodiment extends between the seat 74 and the seat 76 in the seat front-rear direction at the upper level of the seat pad 30C. Note that the two

seats

74, 76 may each be a single seat.

The vehicle ceiling 78 is disposed on the vehicle underside with a space with respect to the roof panel 12. The through hole 24H shown in fig. 3 of the first embodiment is not formed in the vehicle ceiling 78. The vehicle ceiling 78 shown in fig. 8 is formed in a curved shape such that the outer portion of the vehicle ceiling 78 in the vehicle width direction gradually extends downward toward the lower side and the outer side in the vehicle width direction.

The air flow generating unit 70A has the same configuration as the second air flow generating unit 40B (see fig. 2) of the first embodiment, except that the air flow generating unit 70A is provided with a duct 71 shown in fig. 8 that is not bifurcated, instead of the bifurcated duct 56 shown in fig. 4. The duct 71 is arranged between the seat 74 and the seat 76, extends from a connecting portion of the duct 71 and the sirocco fan 54 to the inside of the seatback 30B on the vehicle rear side, and is bent toward the upper side of the seatback within the seatback 30B. The duct 71 extends to the upper end of the seat back 30B, and further extends from the upper end of the seat back 30B to an inner upper portion of the lateral partition member 32A. The duct 71 is connected to the first lower side blowout port 58A and the second lower side blowout port 58B, and the air that has passed through the duct 71 is blown out from the first lower side blowout port 58A and the second lower side blowout port 58B into the vehicle compartment 22.

Next, the operation and effect of the present embodiment will be described.

In the present embodiment, when the sirocco fan 54 (see fig. 4 and 5) of the airflow generating unit 70A is operated, air in the cabin 22 is sucked in from the lower side suction port 52A, and then air is blown in from the first lower side blow-out port 58A and the second lower side blow-out port 58B into the cabin 22. As a result, the updraft AF1 guided to the vehicle upper side is formed on one lateral side (the inner side in the vehicle width direction in the present embodiment) of each of the seating space S4 of the seat 74 and the seating space S5 of the seat 76. When this updraft AF1 collides with the vehicle ceiling 78 (see arrows a1, a2), the updraft is substantially evenly divided in the vehicle width direction, and after flowing outward in the vehicle width direction along the vehicle ceiling 78 (see arrow AF2), the airstream flows downward along the vehicle along the interior side surface of the vehicle compartment 22 (see arrow AF3), and is sucked from the lower side suction port 52A. That is, the down-flow air AF3 toward the vehicle lower side is formed on the other lateral side of the seating spaces S4, S5 (in the present embodiment, on the closed position side of the side door 20).

As described above, in the present embodiment, during operation of the vehicle compartment air flow forming device 70, the air flow AF that circulates around the seating spaces S4, S5 of the

seats

74, 76 provided in the vehicle compartment 22 as viewed from the front side of the vehicle compartment 22 is formed. Then, as part of the circulating air flow AF, the ascending air flow AF1 is formed on one lateral side of each of the seating spaces S4, S5 (on the inner side in the vehicle width direction in the present embodiment), and the descending air flow AF3 is formed on the other lateral side of each of the seating spaces S4, S5 (on the closed position side of the side door 20 in the present embodiment). Therefore, the seating space S4 and the seating space S5 are surrounded by the circulated airflow AF and are partitioned by the ascending airflow AF1, whereby a desired space for each occupant can be ensured.

In the present embodiment, the airflow generation unit 70A is arranged in the flow path of the circulating airflow AF, and the airflow generation unit 70A sucks air in the flow path and blows out the air to the flow path to generate an airflow. Therefore, the accuracy of the air flow control is improved.

As described above, according to the vehicle compartment airflow forming device 70 of the present embodiment, it is possible to provide a space desired by each occupant for each of the

seats

74, 76 adjacent to each other in the left-right direction of the seat in the vehicle compartment 22.

Fourth embodiment

Next, a vehicle room air flow forming device according to a fourth embodiment of the invention will be described with reference to fig. 9 to 11. Fig. 9 shows a longitudinal sectional view of the vehicle 10C in a vehicle front view for explaining the operation of the vehicle 10C provided with the vehicle cabin airflow forming device 80 according to the fourth embodiment. Further, fig. 10 is a partially enlarged view showing a portion X of fig. 9 in an enlarged manner, and fig. 11 is a partially enlarged view showing a portion XI of fig. 10 in an enlarged manner. The configuration of the present embodiment is substantially the same as that of the first embodiment except for the following points. Therefore, substantially the same components as those of the first embodiment will be denoted by the same reference numerals, and the description thereof will be omitted.

As shown in fig. 10, a detection device 82 as a detection unit is mounted on an inner lower portion of the roof side rail 14. In the roof side rail 14, the lower wall portion 14A that supports the detection device 82 is formed with an opening 14H that passes through the lower wall portion 14A so as to allow the light receiving portion of the detection device 82 to face the inside of the side door opening 18. The detection device 82 is configured to include a camera, and detects boarding information when the occupant P shown in fig. 9 is about to enter the vehicle. More specifically, the detection device 82 detects the distance between the upper portion of the side door opening 18 and the head PH of the occupant P from the image captured by the camera as boarding information. As shown in fig. 10, the detection device 82 is connected to a control unit 88 (shown in a block diagram in the figure), and outputs a signal according to the detection to the control unit 88.

Meanwhile, the fan housing 84 is configured the same as the fan housing 46 (see fig. 3) in the first embodiment, except that no flange portion is formed at the outer end 84Z in the vehicle width direction at a position in the vehicle front-rear direction corresponding to the position where the occupant enters the vehicle. The movable fin 86F is disposed adjacent to an outer end 84Z in the vehicle width direction of the fan case 84. That is, the movable fins 86F are provided at the upper-side blowout port 46B. The movable fin 86F is located at a position corresponding to a position where the occupant enters the vehicle in the vehicle front-rear direction. As shown in fig. 11, a hinge pin 86J arranged in the vehicle front-rear direction is fixed to a base end 86C of the movable fin 86F. The hinge pin 86J is rotatably attached to a portion of the fan housing 84 located on the outer side in the vehicle width direction (portions on the front and rear sides in the drawing as viewed in the cross section of fig. 11).

The movable fin 86F includes: a curved wall portion 86A that is curved in an arc shape around the hinge pin 86J in a vehicle front view; and a connecting wall portion 86B extending to connect the base end 86C to the curved wall portion 86A in the front view of the vehicle. The movable fin 86F includes an extending wall portion 86D extending from the base end 86C to the opposite side of the connecting wall portion 86B in the front vehicle view.

The movable fin 86F is configured to be rotatable about the axis of the hinge pin 86J between a normal position 86FX and an operating position 86FY (a position indicated by a two-dot chain line) that projects toward the vehicle lower side with respect to the normal position 86 FX. In the normal position 86FX, the fin portion 15A of the opening trim 15 is in elastic contact with the extended wall portion 86D of the movable fin 86F. At the operating position 86FY, the curved wall portion 86A is arranged in such a manner as to continue to the outer end 84Z of the fan housing 84 in the vehicle width direction. The movable fin 86F is constructed by using a soft material that is elastically deformable when the head of the occupant hits the movable fin 86F. When the head of the occupant strikes the movable fin 86F in a state where the movable fin 86F is located at the operating position 86FY, the damper stroke of the movable fin 86F is set to be approximately equal to the amount of protrusion of the operating position 86FY with respect to the normal position 86 FX. The hinge pin 86J of the movable fin 86F is connected to a motor 86M (shown in block diagram in the figure), and the movable fin 86F is configured to be rotationally driven by operation of the motor 86M.

In the present embodiment, the wind direction changing unit 86 is configured to include the movable fin 86F and the motor 86M. The wind direction changing unit 86 may be switched between the first mode and the second mode. In the first mode, the movable fin 86F is positioned at the normal position 86FX so as to direct the air flow toward the down-stream air flow AF3, and in the second mode, the movable fin 86F is positioned at the operating position 86FY so as to direct at least a part of the air flow (see arrow 86W) from the direction of the down-stream air flow AF3 toward the separating direction side (outward in the vehicle width direction in the present embodiment).

The motor 86M of the wind direction changing unit 86 is connected to the control unit 88. As shown in fig. 10, the control unit 88 is also connected to a motor 48M (shown in the block diagram of fig. 10) of the cross-flow fan 48. Further, in the present embodiment, a door opening-closing detection unit 89 (shown in the block diagram of fig. 10) that detects the open-closed state of the side door 20 is provided, and the door opening-closing detection unit 89 is connected to the control unit 88, and outputs a signal indicating the detected door opening-closing state to the control unit 88. When the door opening/closing detection unit 89 detects that the side door 20 is opened, the control unit 88 controls the cross-flow fan 48 to operate, more specifically, the control unit 88 controls the motor 48M of the cross-flow fan 48 so that the wind force becomes the wind force during the normal operation, and also controls the wind direction changing unit 86 to switch to the first mode.

When the control unit 88 determines that there is a possibility that the head PH of the occupant P shown in fig. 9 may hit the upper portion of the side door opening 18 based on the boarding information detected by the detection device 82, the control unit 88 controls the cross-flow fan 48 to operate, more specifically, the control unit 88 controls the cross-flow fan 48 such that the wind force becomes greater than that of the cross-flow fan 48 during normal operation, and also controls the wind direction changing unit 86 shown in fig. 10 to switch from the first mode to the second mode. Describing the above determination of the control unit 88 in detail, when the control unit 88 determines that the distance detected by the detection device 82 is equal to or smaller than the predetermined value, it is determined that there is a possibility that the head PH of the occupant P shown in fig. 9 may hit the upper portion of the side door opening 18; and if this determination is made, the above control is executed.

Further, when the control unit 88 shown in fig. 11 controls the wind direction changing unit 86 to switch from the first mode to the second mode, the control unit 88 controls the motor 86M such that the movable fin 86F rotates from the normal position 86FX to the operating position 86 FY. Further, when the control unit 88 controls the cross-flow fan 48 such that the wind power becomes greater than that of the cross-flow fan 48 shown in fig. 10 during the normal operation, the control unit 88 controls the motor 48M of the cross-flow fan 48 to increase the rotational speed of the cross-flow fan 48. Needless to say, by increasing the rotational speed of the cross flow fan 48, the generated air flow speed increases.

In the state after the wind direction changing unit 86 is switched from the first mode to the second mode as described above, as one example, when the control unit 88 determines that the distance detected by the detecting device 82 is greater than the predetermined value, the control unit 88 controls the cross flow fan 48 so that the wind power becomes the wind power during the normal operation of the cross flow fan 48, and also controls the wind direction changing unit 86 to switch from the second mode to the first mode. Further, when the control unit 88 controls the wind direction changing unit 86 to switch from the second mode to the first mode, the control unit 88 controls the motor 86M so that the movable fin 86F shown in fig. 11 is rotated from the operating position 86FY to the normal position 86 FX.

According to the present embodiment, the following operation and effect can be obtained in addition to the operation and effect of the first embodiment. Note that when the ignition switch is turned on and an occupant is about to enter the vehicle (as an example, the driver is receiving the occupant), the following operation is obtained.

In the present embodiment, when the door opening-closing detection unit 89 detects that the side door 20 shown in fig. 10 is open, the cross flow fan 48 is operated with wind power during normal operation while the movable fin 86F is positioned at the normal position 86 FX. In other words, when the side door 20 is opened, an air curtain is formed. Therefore, it is possible to suppress cold air or warm air in the vehicle compartment 22 from being released from the side door opening 18, and also suppress wind from outside the vehicle compartment 22 from being blown into the vehicle compartment 22, thereby contributing to energy saving. In addition, pollen, insects, odors, and the like outside the vehicle compartment 22 can be prevented from entering the vehicle compartment 22.

Here, when the distance detected by the detection device 82 shown in fig. 9, that is, the distance between the upper portion of the side door opening 18 and the head PH of the occupant P who is about to enter the vehicle is equal to or smaller than a predetermined value, the airflow is formed as follows. That is, as shown by the two-dot chain line in fig. 11, when the movable fin 86F is positioned at the operating position 86FY, at least a part of the airflow (see the arrow 86W) from the upper side air outlet 46B is guided toward the occupant who is about to enter the vehicle; and the wind force of the airflow becomes greater than that during the normal operation of the cross flow fan 48 (see fig. 10). In addition to the description of the direction of the air flow 86W, when the movable fin 86F turns to the operating position 86FY, the air blown out from the upper side air outlet 46B tends to flow in a direction along the curved surface of the curved wall portion 86A due to Coanda effect. As a result, the airflow 86W is directed toward the head PH of the occupant P who is about to enter the vehicle, as shown in fig. 9. Therefore, it is possible to make the occupant P recognize that the head PH of the occupant P may hit the upper portion of the side door opening 18.

Fifth embodiment

Next, a vehicle interior airflow forming device according to a fifth embodiment of the invention will be described with reference to fig. 12 and 13. Fig. 12 is a longitudinal sectional view showing the configuration around the upper portion of the side door opening 18 and including a part of the vehicle compartment airflow forming device 90 according to the fifth embodiment. Fig. 13 shows a perspective view of the flap 96 shown in fig. 12 and its periphery viewed from the obliquely lower inner side in the vehicle width direction (see the direction indicated by the arrow 13L in fig. 12). The configuration of the present embodiment is substantially the same as that of the first embodiment except for the following points. In the following description, substantially the same components as those in the first and fourth embodiments will be denoted by the same reference numerals, and description thereof will be omitted.

As shown in fig. 13, a portion of the fan case 94 located on the outer side in the vehicle width direction includes a recessed portion 94B, the recessed portion 94B being recessed in the vehicle width direction from a vertical wall portion 94A1 of the general portion 94A when viewed from the obliquely lower inner side in the vehicle width direction. The bottom surface of the recess 94B is provided with a step difference from the vertical wall portion 94A1 of the general portion 94A, and the step difference gradually increases toward the vehicle lower side. The concave portion 94B is provided at a position corresponding to a position where the occupant enters the vehicle in the vehicle front-rear direction. The other configuration of the fan housing 94 is substantially the same as that of the fan housing 46 (see fig. 3) in the first embodiment.

The recess 94B is provided with a flap 96. In other words, the flap 96 is provided to the upper side blowout port 46B (see fig. 12). This flap 96 comprises: an airflow guide wall portion 96A, which airflow guide wall portion 96A may be arranged so as to be aligned with the vertical wall portion 94A1 of the general portion 94A located on the outer side of the fan housing 94 in the vehicle width direction; and a bottom wall portion 96B, which bottom wall portion 96B may be arranged so as to be aligned with the bottom wall portion 94A2 of the general portion 94A located on the outer side of the fan case 94 in the vehicle width direction. The flap 96 includes side wall portions 96C, and the side wall portions 96C are integrally formed on both sides in the vehicle front-rear direction of a portion ranging from the airflow guiding wall portion 96A to the bottom wall portion 96B. An elongated hole 96H having a longitudinal direction extending in the vehicle front-rear direction is formed to penetrate the bottom wall portion 96B.

As shown in fig. 12, a hinge pin 96J arranged in the vehicle front-rear direction is fixed to the base end attaching portion 96K of the flap 96. Each hinge pin 96J is rotatably attached to the hinge pin receiving portion 94Z on the outer side of the fan housing 94 in the vehicle width direction shown in fig. 13. As shown in fig. 12, the flap 96 is rotatable about the axis of the hinge pin 96J between a normal position 96X and an operating position 96Y. The normal position 96X is a position where a portion ranging from the airflow guiding wall portion 96A to the bottom wall portion 96B is aligned with a portion ranging from the vertical wall portion 94A1 to the bottom wall portion 94A2 of the general portion 94A shown in fig. 13. An operating position 96Y indicated by a two-dot chain line in fig. 12 is a position at which an upper end of the airflow guide wall portion 96A contacts a vertical wall portion 94C located on the inner side of the fan housing 94 in the vehicle width direction.

Meanwhile, a gear portion 96D extends from each base end attachment portion 96K of the flap 96 obliquely outward in the vehicle width direction. The gear portion 96D meshes with a gear 98G for driving force transmission, and the gear 98G is coaxially fixed to an output shaft 98J of the motor 98M. By way of example, the motor 98M is secured to the fan housing 94 via a bracket (not shown). As described above, when the motor 98M is driven to rotate, the flap 96 turns between the normal position 96X and the operating position 96Y.

In the present embodiment, the wind direction changing unit 92 is configured to include a recess 94B, a flap 96, a gear 98G, and a motor 98M. The wind direction changing unit 92 may be switched between a first mode and a second mode. In the first mode, the flap 96 is positioned at the normal position 96X so as to direct the airflow toward the direction of the descending airflow AF3, while in the second mode, the flap 96 is positioned at the operation position 96Y so as to direct at least a part of the airflow (see arrow 96W) from the direction of the descending airflow AF3 toward the departure direction side (the outer side in the vehicle width direction in the present embodiment).

The motor 98M of the wind direction changing unit 92 is connected to the control unit 100. As with the control unit 88 (see fig. 10) of the fourth embodiment, both the door opening-closing detection unit 89 and the motor 48M of the cross flow fan 48 (see fig. 1 and the like with respect to both) are connected to the control unit 100. When the door opening-closing detection unit 89 detects that the side door 20 (see fig. 10) is opened, the control unit 100 controls the motor 48M of the cross-flow fan 48 so that the wind power becomes the wind power during the normal operation (with respect to both, see fig. 1 and the like), and the control unit 100 also controls the wind direction changing unit 92 to switch to the first mode.

Further, the detection device 82 is connected to the control unit 100, as with the control unit 88 (see fig. 10) of the fourth embodiment. When the control unit 100 determines that there is a possibility that the head of an occupant may hit the upper portion of the side door opening 18 based on the boarding information detected by the detection device 82, the control unit 100 controls the motor 48M of the cross-flow fan 48 (see fig. 10 with respect to both) in the same manner as the control unit 88 (see fig. 10) of the fourth embodiment, and also controls the wind direction changing unit 92 to switch from the first mode to the second mode. As with the control unit 88 (see fig. 10) of the fourth embodiment, when the control unit 100 determines that the distance detected by the detection device 82 is equal to or smaller than the predetermined value, the control unit 100 determines that there is a possibility that the head of the occupant may strike the upper portion of the side door opening 18; and when this determination is made, the control unit 100 executes the above-described control. When the control unit 100 controls the wind direction changing unit 92 to switch from the first mode to the second mode, the control unit 100 controls the motor 98M such that the flap 96 rotates from the normal position 96X to the operation position 96Y (see the direction indicated by the arrow R1).

In the state after the wind direction changing unit 92 is switched from the first mode to the second mode as described above, as one example, when the control unit 100 determines that the distance detected by the detecting device 82 is greater than the predetermined value, the control unit 100 controls the cross flow fan 48 (see fig. 10) so that the wind force becomes the wind force during the normal operation of the cross flow fan 48 (see fig. 10), and also controls the wind direction changing unit 92 to switch from the second mode to the first mode. When the control unit 100 controls the wind direction changing unit 92 to switch from the second mode to the first mode, the control unit 100 controls the motor 98M such that the flap 96 rotates from the operation position 96Y to the normal position 96X.

According to the present embodiment, the following operation and effect can be obtained in addition to the operation and effect of the first embodiment. When the ignition switch is turned on and the occupant is about to enter the vehicle, the following operation is obtained.

In the present embodiment, when the door opening-closing detection unit 89 detects that the side door 20 (see fig. 10) is opened, the cross flow fan 48 (see fig. 1 and the like) operates with the wind force during normal operation while the flap 96 is positioned at the normal position 96X. When the distance detected by the detection device 82 (i.e., the distance between the upper portion of the side door opening 18 and the head of an occupant who is about to enter the vehicle) becomes equal to or less than a predetermined value, the following airflow is formed. That is, as indicated by the two-dot chain line in fig. 12, by positioning the flap 96 at the operating position 96Y, the airflow (see arrow 96W) is directed more outward in the vehicle width direction than during normal operation, and the wind force of the airflow (see arrow 96W) becomes greater than during normal operation. As described above, it is possible to make the occupant notice that his or her head may hit the upper portion of the side door opening 18.

Sixth embodiment

Next, a vehicle cabin airflow forming device according to a sixth embodiment of the invention will be described with reference to fig. 14 to 16. Fig. 14 is a longitudinal sectional view showing the configuration around the upper portion of the side door opening 18 and including a part of the vehicle compartment airflow forming device 110 according to the sixth embodiment. Fig. 15 shows a perspective view showing the flap 116 shown in fig. 14 and its periphery viewed from the obliquely lower inner side in the vehicle width direction (see the direction of arrow 15L in fig. 14); fig. 16 shows an enlarged sectional view showing a state taken along line XVI-XVI in fig. 15. The configuration of the present embodiment is substantially the same as that of the first embodiment except for the following points. In the following description, substantially the same components as those in the first and fourth embodiments will be denoted by the same reference numerals, and description thereof will be omitted.

As shown in fig. 15, the outer portion of the fan case 114 in the vehicle width direction includes a recessed portion 114B, which recessed portion 114B is recessed in the vehicle width direction from the vertical wall portion 114A1 of the general portion 114A when viewed from the obliquely lower inner side in the vehicle width direction. The bottom surface of the recess 114B is provided with a step difference from the vertical wall portion 114A1 of the general portion 114A, and the step difference gradually increases toward the vehicle lower side. The concave portion 114B is provided at a position corresponding to a position where the occupant enters the vehicle in the vehicle front-rear direction.

Further, long holes 114K extending in the height direction are formed through both ends of the recess portion 114B in the vehicle front-rear direction. Further, an elongated hole 114H is formed through the bottom wall portion 114A2 of the general portion 114A located on the outer side of the fan case 114 in the vehicle width direction, the longitudinal direction of the elongated hole 114H extending in the vehicle front-rear direction at a position in the vehicle front-rear direction corresponding to the recessed portion 114B. The other configuration of the fan housing 114 is substantially the same as that of the fan housing 46 (see fig. 3) in the first embodiment.

The recess 114B is provided with a flap 116. In other words, the flap 116 is provided to the upper side blowout port 46B (see fig. 14). The flap 116 includes an airflow guide wall portion 116A, and the airflow guide wall portion 116A may be aligned with the vertical wall portion 114A1 of the general portion 114A located on the outer side of the fan housing 114 in the vehicle width direction. The flap 116 includes side wall portions 116B, which side wall portions 116B are integrally formed on both sides of the airflow guiding wall portion 116A in the vehicle front-rear direction. The side wall portions 116B extend from both sides of the airflow guiding wall portion 116A in the vehicle front-rear direction toward the outer side in the vehicle width direction, and each side wall portion 116B has a substantially inverted triangular shape in which the upper side extends more than the lower side.

As shown in fig. 14, a hinge pin 116J arranged in the vehicle front-rear direction is fixed to a base end attaching portion 116K of the flap 116. Each hinge pin 116J is rotatably attached to the hinge pin receiving portion 114Z on the outer side of the fan housing 114 in the vehicle width direction shown in fig. 15. As shown in fig. 14, the flap 116 is rotatable about the axis of the hinge pin 116J between a normal position 116X and an operating position 116Y. The normal position 116X is a position where the airflow guide wall portion 116A is aligned with the vertical wall portion 114A1 of the general portion 114A shown in fig. 15. The operating position 116Y indicated by a two-dot chain line in fig. 14 is a position where the upper portion of the airflow guide wall portion 116A is located between the normal position 116X and the vertical wall portion 114C on the inner side of the fan case 114 in the vehicle width direction.

Meanwhile, the rack portion 116C extends outward in the vehicle width direction from the side wall portion 116B of the flap 116. The rack portion 116C is formed in a circular arc shape around the hinge pin 116J in a vehicle front view, and has a gear portion on an upper surface thereof. The rack portion 116C meshes with a gear 118G for driving force transmission, and the gear 118G is coaxially fixed to an output shaft 118J of the motor 118M. As an example, the motor 118M is fixed to the fan housing 114 via a bracket (not shown). As described above, when the motor 118M is driven to rotate, the flap 116 rotates between the normal position 116X and the operating position 116Y.

As shown in fig. 14 and 16, in a state where the flap 116 is positioned at the operation position 116Y, the airflow path is formed further outward in the vehicle width direction than the airflow guiding wall portion 116A of the flap 116. Further, in a state where the flap 116 is positioned at the operation position 116Y as shown in fig. 14, the flow path of the airflow from the cross flow fan 48 (see fig. 1 and the like) is branched by the airflow guide wall portion 116A of the flap 116, thereby dividing the airflow.

In the present embodiment, the wind direction changing unit 112 is configured to include a recess 114B, a flap 116, a gear 118G, and a motor 118M. The wind direction changing unit 112 can be switched between a first mode in which the flap 116 is positioned at the normal position 116X so as to guide the airflow toward the direction of the descending airflow AF3, and a second mode in which the flap 116 is positioned at the operation position 116Y so as to guide at least a part of the airflow (see arrow 116W) from the direction of the descending airflow AF3 toward the departing direction (the outer side in the vehicle width direction in the present embodiment).

The motor 118M of the wind direction changing unit 112 is connected to the control unit 120. As with the control unit 88 (see fig. 10) of the fourth embodiment, the door opening-closing detection unit 89 is connected to the control unit 120, and the motor 48M of the cross flow fan 48 (see fig. 1 and the like for both of these) is also connected to the control unit 120. When the door opening-closing detection unit 89 detects that the side door 20 (see fig. 10) is opened, the control unit 120 controls the motor 48M of the cross-flow fan 48 so that the wind force becomes the wind force during the normal operation (with respect to both, see fig. 1 and the like), and the control unit 120 controls the wind direction changing unit 112 to the first mode.

Further, the detection device 82 is connected to the control unit 120, as with the control unit 88 (see fig. 10) of the fourth embodiment. When the control unit 120 determines that the head of the occupant is likely to hit the upper portion of the side door opening 18 based on the boarding information detected by the detection device 82, the control unit 120 controls the motor 48M of the cross-flow fan 48 (see fig. 10 with respect to both) in the same manner as the control unit 88 (see fig. 10) of the fourth embodiment, and also controls the wind direction changing unit 112 to switch from the first mode to the second mode. As with the control unit 88 (see fig. 10) of the fourth embodiment, when the control unit 120 determines that the distance detected by the detection device 82 is equal to or smaller than the predetermined value, the control unit 120 determines the possibility that the head of the occupant may hit the upper portion of the side door opening 18. When the control unit 120 makes this determination, the control unit 120 performs the above-described control. When the wind direction changing unit 112 is controlled to switch from the first mode to the second mode, the control unit 120 controls the motor 118M such that the flap 116 rotates from the normal position 116 to the operation position 116Y (see the direction indicated by the arrow R2).

In the state after the wind direction changing unit 112 is switched from the first mode to the second mode as described above, as one example, when the control unit 120 determines that the distance detected by the detecting means 82 is greater than the predetermined value, the control unit 120 controls the cross flow fan 48 (see fig. 10) to provide wind force during normal operation of the cross flow fan 48 (see fig. 10), and also controls the wind direction changing unit 112 to switch from the second mode to the first mode. When the control unit 120 controls the wind direction changing unit 112 to switch from the second mode to the first mode, the control unit 120 controls the motor 118M such that the flap 116 rotates from the operation position 116Y to the normal position 116X.

When the door opening-closing detection unit 89 detects that the side door 20 (see fig. 10) is opened, the cross flow fan 48 (see fig. 1 and the like) operates with wind force during normal operation while the flap 116 is positioned at the normal position 116X. When the distance detected by the detection device 82 (i.e., the distance between the upper portion of the side door opening 18 and the head of an occupant who is about to enter the vehicle) becomes equal to or less than a predetermined value, the following airflow is formed. That is, by positioning the flap 116 at the operating position 116Y as indicated by the two-dot chain line in fig. 14, the airflow (see arrow 116W) is divided, and a part of the divided airflow is directed more outward in the vehicle width direction than during normal operation, and the wind force of the airflow becomes larger than during normal operation. As described above, it is possible to make the occupant notice that his or her head may hit the upper portion of the side door opening 18.

Supplementary description of the embodiments

As a modification of the above-described embodiment, the vehicle compartment air flow forming device may be a device configured to form an air flow circulating around the seating spaces S1, S3, S4, S5 of the

seats

34, 38, 74, 76 during operation of the device when the

seats

34, 38, 74, 76 provided in the vehicle compartment 22 are viewed from the front side, to form an ascending air flow at the closed position (on one lateral side) of the side door 20 in the seating spaces S1, S3, S4, and S5 as part of the circulating air flow, and to form a descending air flow on the lateral side (the other lateral side) of the seating spaces S1, S3, S4, S5 on the inner side in the vehicle width direction.

As a modification of the above-described embodiment, the vehicle compartment air flow forming device may be configured such that an air flow generating unit that generates an air flow by sucking air in the flow path and blowing out the air to the flow path is not provided in the flow path of the circulating air flow. For example, the vehicle compartment air flow forming device may be a device configured to form an updraft including air-conditioning air on one lateral side of the seating space and a downdraft including air-conditioning air on the other lateral side of the seating space, thereby forming an air flow circulating around the seating space of the seat during operation of the device when the seat provided in the vehicle compartment is viewed from the front side.

Further, as a modification of the fourth to sixth embodiments, the detection unit may be a detection unit configured to detect boarding information other than "the distance between the upper portion of the side door opening 18 and the head PH of the occupant P" as boarding information when the occupant is about to enter the vehicle (for example, the moving direction of the head of the occupant about to enter the vehicle); and the control unit may be a control unit configured to control the cross-flow fan 48 as the upper side blower to be operated, and control the wind direction changing unit 86(92,112) to switch from the first mode to the second mode when the control unit determines the possibility that the head PH of the occupant P may hit the upper portion of the side door opening 18 based on the boarding information detected by the detection unit. For example, the control unit may be a control unit configured to determine that there is a possibility that the head PH of the occupant P may strike the upper portion of the side door opening 18 when the control unit determines that the "moving direction of the head of the occupant who is about to enter the vehicle" detected by the detection unit is directed toward the upper portion of the side door opening 18; and if the control unit determines this, the control unit controls the cross-flow fan 48 to operate and controls the air flow direction changing unit 86(92,112) to switch from the first mode to the second mode. In such a variation, the control unit may also be configured to control the cross flow fan 48 such that the wind force becomes greater than during normal operation of the cross flow fan 48.

Further, the vehicle compartment airflow forming device may be applied to a vehicle having a configuration in which a plurality of seats provided in the vehicle compartment are aligned in the vehicle width direction and the seats face one side in the vehicle front-rear direction, and may also be applied to a vehicle having a configuration in which a plurality of seats provided in the vehicle compartment are arranged in the vehicle front-rear direction and the seats face one side in the vehicle width direction.

Further, the above-described embodiment and the above-described modifications may be implemented by appropriate combinations.

Although the examples of the present invention have been described above, the present invention is not limited to the above, and needless to say, various modifications may be made without departing from the spirit of the invention.

Claims

1. A vehicle compartment airflow forming apparatus characterized by comprising:

an airflow forming unit configured to: when the vehicle compartment air flow forming device is operated,

forming an airflow that circulates around a seating space of a seat provided inside a vehicle compartment, the airflow circulating around the seating space when viewed from a front side of the seat, and

as a part of the airflow, an updraft airflow on one lateral side of the seating space and a downdraft airflow on the other lateral side of the seating space are formed.

2. The vehicle compartment air flow forming device according to claim 1, wherein the air flow forming unit includes an air flow generating unit in a flow path of the air flow, the air flow generating unit being configured to generate the air flow by sucking air in the flow path and blowing the air into the flow path.

3. The vehicle compartment airflow forming device according to claim 2, characterized in that:

the air flow generating unit includes a first air flow generating unit and a second air flow generating unit, and

the first airflow generation unit includes:

an upper suction port that is provided on a vehicle ceiling side and into which air that forms the updraft is sucked;

an upper side air outlet that is provided on the vehicle ceiling side and from which air that forms the downdraft is blown out; and

an upper side air blower configured to suck air in the vehicle compartment from the upper side air inlet and blow out the air from the upper side air outlet into the vehicle compartment, and

the second airflow generation unit includes:

a lower suction port that is provided on a vehicle floor side, and into which air that forms the down-flow is sucked;

a lower side air outlet that is provided on one lateral side of the seating space, and from which air that forms the updraft is blown out; and

a lower air blower configured to suck air in the vehicle compartment from the lower air inlet and blow out the air from the lower air outlet into the vehicle compartment.

4. The vehicle compartment airflow forming device according to claim 1 or 2, wherein the other lateral side is located on a closed position side of a door configured to open and close a door opening for occupant entry and exit.

5. The vehicle compartment airflow forming device according to claim 4, further comprising a detection unit configured to detect boarding information when an occupant is about to enter the vehicle, wherein

The airflow forming unit includes:

an air direction changing unit that is provided on an upper side outlet and that is configured to switch between a first mode that guides the airflow in the direction of the downdraft and a second mode that guides at least a part of the airflow from the direction of the downdraft toward a direction of separation, the upper side outlet being provided on a vehicle ceiling side, and air that forms the downdraft being blown out from the upper side outlet; and

a control unit configured to:

controlling an upper side blower configured to suck air in the vehicle compartment from an upper side suction port provided on the vehicle ceiling side and blow out the air from the upper side discharge port into the vehicle compartment, based on the boarding information detected by the detection unit, to operate, the upper side blower being provided on the vehicle ceiling side and the air forming the ascending airflow being sucked into the upper side suction port, and

controlling the wind direction changing unit to switch from the first mode to the second mode.

6. The vehicle compartment airflow forming device according to claim 5, characterized in that:

the detection unit is configured to detect a distance between an upper portion of the door opening and a head of the occupant as the boarding information; and is

The control unit is configured to control the upper side blower such that aerodynamic force becomes greater than that during normal operation of the upper side blower when the control unit determines that the distance detected by the detection unit is equal to or less than a predetermined value.

7. The vehicle compartment airflow forming device according to claim 1, characterized in that:

the seat is a single seat; and is

One of the updraft and the downdraft is formed between the seat and another seat adjacent to the seat.

8. The vehicle compartment airflow forming device according to claim 3, wherein the upper side suction opening extends in a vehicle front-rear direction.

9. The vehicle compartment airflow forming device according to claim 3, characterized in that:

the upper blower is configured to suck air in the vehicle compartment from the upper side suction port and blow out the air into the vehicle compartment from the upper side blow-out port toward the lower side suction port; and is

The lower blower is configured to suck air in the vehicle compartment from the lower suction port and blow out the air from the lower blow-out port toward the upper suction port into the vehicle compartment.

10. The vehicle compartment airflow forming device according to claim 5, characterized in that:

the control unit is configured to: when the control unit determines that there is a possibility that the head of the occupant hits an upper portion of the door opening based on the boarding information detected by the detection unit, the upper side blower is controlled to operate.

11. The vehicle compartment airflow forming device according to claim 6, wherein the control unit is configured to: when the control unit determines that the distance detected by the detection unit is equal to or less than the predetermined value, it is determined that there is a possibility that the head of the occupant hits the upper portion of the door opening.